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US Rail Update: Brightline Expansion, Amtrak NEC, Superliner, Amfleet, Expansion...
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#greattrainspeed #highspeedtrain #train #amtraktrains
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Big thanks to: https://docs.google.com/document/d/1J...
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US Rail Update: Brightline Expansion, Amtrak NEC, Superliner, Amfleet, Expansion...
Picture yourself on America’s busiest train route, expecting a smooth ride, but slowing down at a 100‑year‑old bridge. Built in 1906, this single crossing has quietly read aloud the pace of travel between Washington and New York for generations. Passengers rarely notice, but Amtrak has battled its limitations for decades. Now, after years of patchwork solutions, the agency is preparing for a bold step: removing the bridge entirely.
In today’s Great Train Speed, we’ll uncover when this transformation will unfold and how it could revolutionize mobility across the Northeast.
US Rail Update: Brightline Expansion, Amtrak NEC, Superliner, Amfleet, Expansion...
Originally built in 1906 by the Pennsylvania Railroad, the bridge was a marvel of engineering at the time. It featured a two-track swing-span design that allowed for the passage of both trains and ships. However, after more than 116 years of operation, the bridge is now one of the limiting factors in the operation of the Northeast region. While the structure itself remains safe, its design is no longer sufficient to meet the high demands of the modern rail system.
The Susquehanna River Railroad Bridge sits between two important cities in Maryland, carrying passenger trains from Amtrak, commuter trains from the Maryland Area Regional Commuter service, and freight trains from Norfolk Southern, with CSX holding operating rights. Every Amtrak train traveling between Washington, D.C., and New York crosses this bridge. For that reason alone, the bridge is crucial. It is not merely a small crossing on a secondary line; it is a mandatory crossing for the Northeast Corridor, which handles the busiest passenger rail traffic in the United States.
US Rail Update: Brightline Expansion, Amtrak NEC, Superliner, Amfleet, Expansion...
One of the major problems with the bridge is its speed limitations. Passenger trains are forced to slow to a maximum speed of 90 mph, while freight trains crawl at 30 mph or less across the bridge. Just beyond the crossing, these trains accelerate back to speeds of up to 125 mph, creating a constant compression and release effect that ripples through the schedules of trains along the NEC.
The most significant limitation of the existing bridge is its swing span, which introduces several operational challenges. Trains crossing the bridge must reduce their speed to a maximum of 90 mph, while freight trains are limited to 30 mph or less, despite being able to reach speeds of up to 125 mph just beyond the bridge. This speed reduction creates a capacity bottleneck, impacting both travel times and the reliability of train schedules. While the swing span was a cutting-edge design when it was built, it is no longer suited to the needs of today's rail system.